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- Anund, Anna, et al.
(författare)
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Driver impairment at night and its relation to physiological sleepiness.
- 2008
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Ingår i: Scand J Work Environ Health. - : Scandinavian Journal of Work, Environment and Health. - 0355-3140 .- 1795-990X. ; 34:2, s. 142-50
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Tidskriftsartikel (refereegranskat)abstract
- Driver impairment at night and its relation to physiological sleepiness.Anund A, Kecklund G, Peters B, Forsman A, Lowden A, Akerstedt T.VTI, S-581 95 Linköping, Sweden. anna.anund@vti.se.OBJECTIVES: Studies of devices detecting sleepiness need reference points of physiological sleepiness. The present study sought to validate the Karolinska drowsiness score (KDS) as an indicator of physiological sleepiness against driving impairment and eye blink duration during a 45-minute drive in an advanced moving-base driving simulator. METHODS: Data from 19 persons were used in the analysis. Electrooculography, electroencephalography, and electromyography were administered continuously. Physiological sleepiness was quantified by scoring the percentage (0-100%) of the scoring epoch with alpha and theta activity and slow eye movements (KDS). Lateral position and speed were used as measures of driving behavior. Lane departure was defined as two wheels touching the lane markers. Blink duration was used as a secondary indicator of sleepiness. RESULTS: The results showed that, for young drivers, sleepiness increased with time in the task with higher levels. The variability of the lateral position and the mean and variability of the blink duration significantly changed when sleepiness increased to KDS >/=20%. Furthermore, there was an increase in the risk of lane departure for KDS >/=30%. CONCLUSIONS: The results suggest that KDS scoring is a reasonable procedure for estimating physiological sleepiness under conditions of driving. The results also indicate that a younger age is associated with greater sensitivity to sleepiness at the wheel.
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| 2. |
- Anund, Anna, et al.
(författare)
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Driver sleepiness and individual differences in preferences for countermeasures.
- 2008
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Ingår i: J Sleep Res. - : Wiley. - 1365-2869 .- 0962-1105. ; 17:1, s. 16-22
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Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract
- 1: J Sleep Res. 2008 Mar;17(1):16-22. LinksDriver sleepiness and individual differences in preferences for countermeasures.Anund A, Kecklund G, Peters B, Akerstedt T.Swedish National Road and Transport Research Institute (VTI), Linköping, Sweden. anna.anund@vti.seThe aim of the present national questionnaire study was to relate the use of sleepiness countermeasures among drivers to possible explanatory factors such as age, sex, education, professional driving, being a shift worker, having experience of sleepy driving, sleep-related crashes, problems with sleep and sleepiness in general and sleep length during working days. Also the attitude to countermeasures related to information or driver support system was studied. A random sample of 3041 persons was drawn from the national register of vehicle owners. The response rate was 62%. The most common countermeasures were to stop to take a walk (54%), turn on the radio/stereo (52%), open a window (47%), drink coffee (45%) and to ask passengers to engage in conversation (35%). Logistic regression analysis showed that counteracting sleepiness with a nap (a presumably efficient method) was practiced by those with experience of sleep-related crashes or of driving during severe sleepiness, as well as by professional drivers, males and drivers aged 46-64 years. The most endorsed means of information to the driver about sleepiness was in-car monitoring of driving performance providing drivers with information on bad or unsafe driving. This preference was related to experience of sleepy driving, not being a professional driver and male gender. Four clusters of behaviours were identified: alertness-enhancing activity while driving (A), stopping the car (S), taking a nap (N) and ingesting coffee or other sources of caffeine (C) (energy drinks, caffeine tablets). The participants were grouped according to their use of any of the four categories of countermeasures. The most common cluster was those who used activity, as well as stopping and drinking caffeine.PMID: 18275551 [PubMed - in process]
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| 3. |
- Anund, Anna, et al.
(författare)
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Min trötta resa
- 2004
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In order to reduce the number of fatigue related accidents and to identify countermeasures that will be widely accepted by the drivers, it is necessary to consider the drivers' point of view. Understanding the drivers' experiences and conception of the dangers due to driver fatigue is necessary when trying to find effective actions that stand a good chance of being accepted by the drivers. The main objective of this study was to increase knowledge about what information drivers need to: - recognise the feeling of being fatigued; - realise the danger of driving while fatigued; - encourage fatigued drivers to take a break. A questionnaire was constructed on the basis of three discussions with focus groups; one with young drivers, one with professional drivers and one with commuters, and sent out to a random sample of 3,000 car owners in Sweden. The questionnaires were distributed during the winter 2002/2003. The response rate was approximately 62 percent. The results indicated that the drivers were aware of the sensation of fatigue. Furthermore, the results indicated that drivers underestimated the risk of driving fatigue and overestimated their own ability to manage the situation. The use of countermeasures differed between the driver groups. Young drivers seem to have a lack of knowledge concerning lasting countermeasures. They turned on the radio or increased the volume of the radio or asked passengers to talk with them. Older drivers seem to be more in favour of taking a break for a nap. Among the respondents, 55 drivers reported that they had been involved in at least one fatigue related accident during the last ten years. The difference between drivers who had been involved in a fatigue related accident and those who had not, indicated e.g. that those involved in accidents rated their capability of fighting fatigue while driving lower than the others.
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| 4. |
- Anund, Anna, et al.
(författare)
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Utvärdering av Mobilitetscenter.se
- 2005
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Det har i flera sammanhang påtalats att processen från körkortsansökan tillanpassad bil och körkort för personer med funktionshinder är alldeles förkomplex och svår att ta sig igenom. Det har under en längre tid funnits ettbehov av oberoende stöd och rådgivning. Som ett svar på detta behov ansökterörelsehinder-förbunden (NHR, RTP, RBU, RF och DHR) om medel från Allmännaarvsfonden för att starta ett mobilitetscenter i Göteborg. Projektet somkallas Mobilitetscenter.se (MC.se) kom igång med sin verksamhet så att dekunde ta emot personer som sökt och beviljats bilstöd under 2004. Syftet medföreliggande studie har varit att utvärdera verksamheten vid MC.se
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| 5. |
- Lowden, Arne, et al.
(författare)
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Wakefulness in young and elderly subjects driving at night in a car simulator.
- 2009
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Ingår i: Accident; analysis and prevention. - : Elsevier BV. - 1879-2057 .- 0001-4575. ; 41:5, s. 1001-7
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Tidskriftsartikel (refereegranskat)abstract
- Young drivers are over-represented in nighttime traffic accidents and several studies have suggested that many accidents are associated with elevated sleepiness levels. It has been suggested that there may be a connection between lowered wake capacity and functional sensory motor skills on the one hand and sleep deprivation at the circadian low in young drivers on the other. Performance during a 45/min evening and night drive among young (n=10, age range 18-24 years) and elderly (n=10, age range 55-64 years) subjects was studied using a moving base driving simulator. EEG was measured continuously. Every 5 min, subjects were rated on the Karolinska Sleepiness Scale (KSS). Saliva cortisol was assessed before and after each drive. The results showed that sleepiness increased across each drive and was higher among young drivers at night. Relative EEG power increased among older drivers for frequencies of 10-16Hz. The sigma 1 frequency band (12-14Hz) proved particularly sensitive to sustained driving, and was elevated among subjects in the elderly group. Cortisol levels before and after the evening and night drive showed higher mean levels for elderly subjects. The present study has demonstrated that young drivers were more sleepy while driving at night. The effects could represent a mobilization of effort and a reorganization of brain firing pattern among older subjects, possibly reflecting better ability and effort to resist sleepiness.
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